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(No Model.) 5 Sheets-Sheet 2. RFOAKBS.

'GAR BRAKE.

`1\To.:273,053.- Patented Fe.b.27,1883.

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5 sheets-sheet 4.

(No Model.)

BJOAKBS.

GAB. BRAKE.

Patented Feb.2'7, 1883.

Inveadox E' FOAKES' 5 Sheets-Sheet 5.

CAB, BRAKE.

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UNITED STATES PATENT OEEicE.

EDWARD FOAKES, OF GARDIFF, ENGLAND, ASSIGNOR 'IO GEORGE HOPKINS, OF SAMEPLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 273,053, dated February27, 1883.

Application filed January 18, 1883. (Nn model.) Patented in England June16, 1882, No. 2,846.

To all whom 'it may concern: Y

Be it known that I, EDWARD FoAKEs, of Cardiff, Wales, have invented newand useful Improvements in Railway-Brake Apparatus, (for which I have'obtained a patent in Great Britain, No. 2,846, bearing date the 16th dayof June, 1882,) of which the following is a specification, referencebeing had to the accompanying drawings.

My invention relates to brakes, and is designed to providerailway-trains with apparatus which .may be cheaply and convenientlyapplied to the same, and will act very efficiently as a continuousautomatic brake, and may also be conveniently arranged to serve as ahandbrake.

The said invention comprises the combination, with the brake shoes orlblocks, of toggie-joints, and a crank or lever mounted on a short shaftor axle, and operated by or through the medium ot' a sliding rod or barwhich projects through the frame of the vehicle into the proper positionto be moved by the adjacent vehicle it' the speed of the train ischecked by the engine-driver, or in the event of the separation of thetrain or the derailmcnt of any of the Vehicles thereof.

The said invention is exemplified in the accompanying drawings undervarious forms or modications, which I will now proceed to dcscribe. m

Figure l is a plan of a portion ofthe frame of a railway wagon or truckfitted with my improved apparatus. Fig. 2 is a sectional side elevationof the said wagon and apparatus. Fig. 3 is a transverse section on theline an w, Fig. 1. Figs. 4 and 5 show in plan and side elevation detailsof the said apparatus slightly modified in construction. Fig. 6 is aplan of the frameof a wagon provided with a modified form ot my saidapparatus. Fig. 7 is a sectional side elevation. Fig. S is a partialsectional elevation of one end, and Fig. 9 is an elevation of the otherend ofthe same.

Like letters indicate the saine parts throughout the drawings.

1n the wagon illustrated in Figs. 1,2, and 3 the shaft a, is supportedin bearings in the brackets b, attached to the frame of the vehicle. The

said shaft has iixed on it the arms a. These arms and the links a2constitute the togglejoints, which are connected with the brakeshoes c.

bar e is connected. The bar e is provided with a spring,f, at theforward side of this arm d, arranged to bear against the fixedA collar eot' the said bar and against the arm d to prevent the too sudden orrigid action ofthe apparatus inputting on the brakes. Anotherspring,g,is placed behind the said arm to facilitate or assist in taking ofi'the brakes. The said sliding bar e is supported and works in suitableguides formed in or attached to the frame of the vehicle. The forwardend of the said sliding bar which projects through the frame, asaforesaid, is in some cases jointed, so that it may be raised to releasethe said bar, and thereby take ofi` the brake; and I provide a chain orother means which will allow this jointed piece to be actuated oradjusted by a person at the side of the vehicle, so that the danger ofentering the space between the carriages ot' a train will be obviated. Iprefer, however, to adopt thearrangements shown in thedrawings.

In Figs. 1 and 2, h is an arm, which is pivoted at It and extendsthrough a transverse aperture in the buffer to the end of the bar e,with which it is in contact orto which it is connected in any suitablemanner. The said arm h has on it a piece, h2, which projects through ahole in the front of the buffer, and has a head or flange, hir',properly arranged to be acted on by the buii'er of' the adjacent vehiclewhen the speed of the latter is checked. rIhe pivot-pin at h, isremovable, and may have a chain or cord attached to it and so arrangedthat the said pin may be removed from its socket by the guard or driverto release or take of' the brakes.

By a modification ot' my invention I provide means whereby, in case ofthe disconnection ot' any vehicle fitted with my brake from the afterpart ot' a train, lthe brakes will be put ou by the pulling backward ofthe crank or lever d. For this purpose I connect a rod, t', to the endot' the bar e, and I extend the .said rod through the rear end of theframe of the vehicle and provide the same with a chain, i', to

The said shaftalso has tlxed on it the lever or arm d, to which thesliding or push connect with the adjacent vehicle. On this rod is iixeda collar, t2, so arranged, in combination with the catch or pawl 3, thatwhen the rod i is pulled out endwise this pawl will drop behind thecollar, and -thereby hold the brake-blocks iirmly against the wheels. Toprevent the rod t' from being pushed outward by the bar e, I connect ittherewith by means of the swivel it, in one end of which the bar e isfree to slide.

In Figs. and 5 I have shown a modification of the above-describedapparatus in which I connect the push bar or rode with a lever, 7c', ona rocking shaft, lr, supported in suitable bearings near the end of thevehicle. The

bent arm Z, whichnis connected to another lever, Y'

riages or wagons provided with the usual handbrakes, and the ordinarylever and shaft of such brakes may be retained, if desired. I prefer inthis case, when a long lever is used, to tit the said lever loosely onits shaft or spindle, in combination with a dog or tappet on an armfixed thereon, so that the said lever may be used to adjust the brakesindependently of the aforesaid apparatus. This lever is marked on inFigs. l and 3. In vehicles where a screw is used I provide a socket inthe screw-shaft with a long slot throughY which passes a key, so thatthe brake may be applied by my arrangement without lifting the oldbrake-wheel.

In Figs. G, 7, 8, and 9 I have shown my invention applied to a wagon insuch a manner that the brakes may be put ou by either pushing or pullingthe longitudinal rods or bars c. A rock-shaft, k, is provided at eachend of the vehicle. These shafts are fitted to turn in suitablebearings, and each shaft L has on it two levers, s k2, as abovedescribed. The lever k2 has connected with it a bent rod or arm, l,which extends to the outside of the face of the buffer, or into anyother suitable position. The levers 7c are connected with the draw-barse. These draw-bars are supported at theirinner ends in snitablebearingsor brackets, lt will be seen that these ends of the said drawbars arearranged parallel to each other immediately over the brake-lever d, andare formed with long slots or apertures, wherein are tted the rollerse2. From the bracket n, which is secured to the frame or to the bottomof the wagon, a chain, o, is suspended, and extends down between therollers or pulleys ein the said draw-bar ends. Below the said pulleysthe chain is connected by a spring,f, with the end of the brake-lever d.This lever is free to turn loosely or independently on its shaft a,except when engaged by a sliding clutch-jaw,

p, which is arranged in combination with a clutch-jaw in the boss of thesaid lever.

k3 is a rod extending through the framing, and provided with an arm,kit, engaging with the sliding clutch-jaw p. The ends 104 of the saidrod are arranged, as shown in Fig. 6, so that the said clutch can beoperated or adjusted from either side of the wagon. When theseclutch-jaws are disengaged from or out of gear With each other themovement of the lever d on its axis will have no effect on the brakes;but when the said sliding clutch-jaw is caused to engage with thejaw onthe lever d the latter andthe shaft a move together, and the said shaft,through the medium of the toggle-joints a a2, will operate the brakes.The result of the peculiar arrangement of the chain o, in combinationwith the draw-bars c and brake-lever d, is that when either of the saiddraw-bars moves longitudinally in either direction out 0r away from theposition shown in Fig. 7 the chain o will raise thelever al and put onthe brakes. rIlhe pulleys or rollers c2 are not essential; but theyfacilitate the working of the chain.

It will be obvious from the above description that when the distancebetween the said wagon and the adjacent one at either end is diminishedthe bent arm or rod l at that end will be acted on by the buffer orframe of the adjacent vehicle, and the bar c will be forced inward; andI provid-e for these rods being pulled outward (in the event of aseparation of tlieparts of the train) by connecting a light chain, r, tothe bent rod or arm l, which chain is to be also attached to theadjacent vehicle; and I arrange a small catch or pawl, s, in combinationwith the rod Z, so that when the latter is drawn outward the said pawlwill drop into the notch or recess l in the rod. Thelatter will then beheld fast, and the chain r, being the weakest part, will break when thevehicles separate.

It' it is desired that my invention should be applied as a continuousbrake to a train, so that it can be adjusted by the engine driver orguard, I arrange a small lever ou the clutchrod, and provide a cord orchain extending therefrom along the train to the engine or guards van.VBy pulling the cord or chain in one direction the two parts of theclutch will be caused to engage with each other, and by pulling it inthe otherdirection the disengagement of the parts of the clutch will beeected.

My invention affords the means for making each vehicle complete initself, so that it can be advantageously used in a train with other IOOvehicles furnished with any description of the engine driver or guard,and when not continuous, the brake ot' each separate vehicle can bethrown in or out of gear from either l provided with a projecting piece,h2, substan- 3o side of the train thus avoiding the danger incurred bystanding between the vehicles, which it is necessary to do with otherautomatic or continuous brakes.

With my brake it is only necessary to produce resistance in front tocause the brakes to act. Thereore if the driver checks or stops thetrain, or if the engine or any wagon leaves the rails, the increasedresistance at once puts the brakes hard on, whereas other brakes, when avehicle leaves the rails, (unless the train is separated,) will notapply themselves. Moreover, in Vthe event of abreakdownor separation ofthe train, my brake is pulled hard on, and the danger of collision isavoided.

, One very important object of my invention is to furnish a good andreliablebrake forgoods and mineral traflc.

Vh at I claim is- 1. The combination, with the said brake apparatus a',ft2, and c,of the lever or arm d, fixed on the shaft a, the sliding orpush bare, the springsfg, and the pivoted arin h, all arranged andadapted to be operated substantially as described, for the purposespecified.

tially as and for the purpose specified.

3. The rod z', provided with a chain, i', to connect with the adjacentvehicle, and having fixed on it a collar, i2, adapted to be engaged bythe pawl i3 when the rod fi is pulled outward, substantially as and forthe purpose specified.

4. The combination of the lever or arm d, mounted loosely on the shafta, withthe clutch and means for operating the same either from the sideof the vehicle or from the engine or on the shaft a, the spring f, andchain o,

the bar or bars e, provided with rollers or pulleys e2, the shaft k, thelevers or arms k k2,

. and the bent rod or arm l, with or Without the chains il at one orboth ends of the vehicle, all arranged and adapted to operatesubstantially as described, for the purpose specified.

` EDWARD FOAKES. Witnesses:

H. HEARD,

Solicitor, Oa'dz'j". P. ROBERTS, r

Clerk to Mr. Heard.

